Power plant mechanism



Oct. 23, 1951 E. R. PRICE POWER PLANT MECHANISM 2 SHEETS -SHEET 1 Original Filed Sept. 9, 1946 INVENTOR. 424 A. PR/CE.

Arm/aver Oct. 23, 1951 E. R. PRICE 2,572,660

POWER PLANT MECHANISM Original Filed Sept. 9, 1946 2 S!-[EE' ISSHEET 2 IIIIIIIIIIII //v VEA/ TUR 5421. P. PR/CE.

Patented Oct. 23, 1951 POWER PLANT MECHANISM Y Earl R. Price, South Bend, Ind., assignor to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Original application September 9, 1946, Serial No.

OFFICE 697,877. Divided and this application August 27, 1948, Serial No. 46,511

7 Claims. 1 This invention relates in general to power and manually operated means for controlling the operation of the friction clutch and the throttle of an automotive vehicle and in particular to Figure 2 is a diagrammatic view disclosing the principal features of another embodiment of my invention;

Figure 3 is a sectional view of the so'enoid means for eifecting the desired synchronization operated three way valve unit constituting one of said controls in the operation of the power of the controls for the pressure differential opplant of said vehicle. 1 erated motor disclosed in Figure 1;

Yet another object of my invention is to pro- Figure 4 is a sectional view of the solenoid opv in the power plant of an automo ive v h cl erated choke valve constitutin another control means for interconnecting the accelerator, the for the pressure differential operated motor disclutch, the throttle and clutch operating motor, closed in Figure 1; said means serving to hold the throttle closed Figure 5 is a sectional view disclosfng details as the motor is operative to disengage the clutch of one of the three motor piston operated breaker and also serving to insure a synchronized enswitches of the mechanism of Figure 1 of my ingagement of the clutch and opening of the vention; and throttle after the motor is de-energized to permit Figure 6 is a sectional view disclosing details a re-engagement of the clutch. of another of the motor piston operated breaker A further object of my invention is to provide switches of the mechanism of Figure 1 of my ina stage type of power means for operating the vention. friction clutch of an automotive vehicle, said Referring-now to Figure 1, disclosing one emmeans serving to control the operation of the bodiment of my invention, a throttle valve I 0, throttle of said vehicle by insuring a closing of which is rotated to its closed position by a spring the throttle as the clutch is being disengaged and I2, is operatively connected to the accelerator l4 also serving to efiect a synchronized engagement of an automotive vehicle by means of force transof the clutch and opening of the throttle as the mitting means including a crank 16, a link Is, a clutch is being engaged. link II, a link l9 connected to the accelerator,

Yet another object of my invention is to proand a spring 20 the latter interconnecting the vide, in the power plant of an automotive vehicle, links it! and I9. The throttle valve to cona stage type of power means for operatin the stitutes a part of a standard type of automotive friction clutch of said power plant, said power carburetor 22. v means also serving to so control the opening of My invention includes a friction clutch operatthe engine throttle of said power plant that said ing means operable to control the operation of opening effects, in cooperation with the engagethe aforementioned throttle operating force ment of the clutch, the desired acceleration of transmitting means. The friction clutch 24 to the vehicle. be operated is diagrammatically disclosed in Yet another object of my invention is to pro- Figure 1 and includes a driving plate 26 and a vide, in the power plant of an automotive vehicle driven plate 28 said plates being forced into drivincluding an engine throttle and a clutch, means, ing contact with each other by spring means 30; including a single acting pressure differential and said clutch is disengaged by a pressure difmotor, for ope t g the throttle and clutch, Sai ferential operated motor 32 includin a cylinder means also including a two part stop means I 34 and a piston 36 the latter being connected to which serves to maintain the throttle closed as the driven clutch plate 28 by means of links 38 the clutch is bein disengaged and to effect a and 40. controlled opening of the throttle as the clutch One of the most important features of my ints being engaged. vention lies in the connection between the motor Other obiects of the invention and desirable piston 36 and the aforementioned throttle opdetails of construction d c m a n of art cratin force transmitting linkage; and said con- W111 become pp h following desclflpnection, constituting a throttle controlling stop tions o preferred embodlments of my inventlon. means, preferably includes a bell crank lever 42, which descriptions are taken in conjunction with pivotally mounted upon a fix d pivot 44' and a the c o pa ying drawings, in which: bell crank lever 46 pivotally mounted upon a fixed gure 1 is a diagrammatic View sclo ing the pivot 48. The lower arm of the lever 42 is pivprincipal features of one embodiment of the otally connected at 49 to ends of the links 38 and clutch and throttle pe ating m s co stitu in 40 and the upper arm of lever 46 is pivotally conmy invention;

nected at 50 to the links I8 and II. One of the 3 principal features of this two part stop means liesintheoutlineoftbeupperarmfl ofthe lever 42; for said upper arm is shaped to provide means operative as a cam to control the mode of opening of the throttle during the engagement of the clutch; and said arm is also shaped and so cooperates with the throttle operating linkage and the lever 40 connected thereto, as to prevent an opening of the throttle as the clutch is being disengased.

Describing the means for controlling the operation of the motor 32 said means includes a three way valve 52, Figures 1 and 3, operative to connect a control compartment I4 of said motor. either with a source of vacuum, preferably the intake manifold of the engine of the vehicle, or with the atmosphere. The valve 52 is actuated to energize the motor 22 by means of a solenoid 54 and said valve is actuated to de-energize said motor by means of a spring 58. When the solenoid 56 is energized the valve 52 is operated to interconnect the intake manifold of the engine with the compartment 54 via conduits 49 and SI thereby effecting the energization of the motor; and when the solenoid is de-energized the spring 58 functions to operate said valve to vent said compartment to the atmosphere via a conduit 60 and the conduit 5| thereby eifecting a deenergization of the motor. As is disclosed in Figure 4 the air flowing into the conduit 60 is controlled by a so-called choke valve 62 said valve being actuated, when a grounded solenoid 84 is energized, to move a cone-shaped portion 65 of the valve upwardly to reduce the cross-sectional area of the vent passage connected with the conduit B0; and said cone-shaped portion 65 is actuated by a spring 66, when the solenoid 64 is de-energized, to increase the cross-sectional area of said passage. When the latter' operation is efl'ected the flow of air into the compartment 54 is unrestricted.

Describing now the electrical means for controlling the operation of the solenoids 56 and 64 the solenoid 56, which is grounded, is in part preferably controlled by an accelerator operated breaker switch and a vehicle speed responsive governor operated breaker switch 12 said solenoid and switches being electrically connected in series with a grounded battery 14; and as is disclosed in Figure 1 the operation of the solenoid 56 is also controlled by switches I6 and 18 which are operated by the piston 36 of the motor 32 said switches being electrically connected in series in an electrical circuit which is in parallel with the aforementoned accelerator operated switch l0 and governor operated switch 12. As to the electrical means for controlling the choke valve operating solenoid 54 this control means is controlled by a piston operated breaker switch 80 disclosed in detail in Figure 6. The piston operated switch 16 which is diagrammatically disclosed in detail in Figure 1 includes a casing, not shown, mounted on the cylnder 34 said casing housing fixed switch contacts 84 and 88 and a movable switch contact 88 biased into engagement with the fixed contacts by a spring 90. The movable contact includes a pin 92 slidably through the end wall of the cylinder said pin being contacted by the piston 36 to open the switch when said piston reaches its clutch disengaged position, that is its position in the left end of the cylinder 34.

Describing the piston operated breaker switch 80 disclosed in detail in Figure 6, this switch includes a casing 94 housing fixed contacts 95 and 98 and a movable contact I00 biased to its switch oil position by a spring I42. To the movable contact Ill there is secured a pin I04 contacted by godcasn: member I, Figure l. secured to the The piston operated breaker switch 1: includes 7 fixed contacts Ill and III and a movable contact 2 said contacts being suitably housed within a casing I I4 conveniently mounted upon the cylinder 24. To the movable contact II2 there is secured a stem 6 which is slidably mounted in an end wall of the cylinder 84; and a spring II! interposed between the inner face of one of the ends of the casing H4 and a guide member I22 secured to the end of the stem 6, serves to bias-the movable contact member II2 into engagement with the fixed contact members Ill! and III! to close the switch.

The governor operated breaker switch I2 and the accelerator operated breaker switch ll are of standard construction accordingly the same are not disclosed in detail.

Describing now the complete operation of the above described mechanism it will be assumed that the car is at a standstill with the accelerator released and the engine dead. This being the case the pressure differential operated motor 32 will be de-energized and the piston 36 and other parts of the previously described mechanism will take positions disclosed in Figure 1. If the engine is now cranked, the accelerator remaining released-to keep the throttle closed, there will be developed, by virtue of the pumping operation of the engine pistons, a partial evacuation of the intake manifold of said engine; and this evacuated condition of the manifold will result in an energization of the motor 32 to move the piston 38 to the right end of the cylinder, Figure 1, thereby effecting a disengagement of the clutch. The valve 52 is at this time open to make this operation of the motor possible inasmuch as the accelerator and governor operated switches II and 12 are at this time closed to effect an ener gization of the solenoid 56. The governor operated switch is preferably closed at a relatively low car speed say, 8 M. P. H.

Explaining in greater detail this clutch disena i g operation of the piston 36 the piston is, by virtue of admission of air to a compartment I32 of the motor via an opening I34 and by virtue of the above described partial evacuation of the compartment 54, subjected to a difierential of pressures to move the same to the right, Figure 1; and this movement of the piston results in a rotation'of the lever 42 to move the cam portion 4| of said lever to the position shown in dotted lines in Figure 1.

The driver will then probably place the transmission in its lowgear setting whereupon he will depress 'theaccelerator to open the throttle I0 and the switch III. The throttle, however, will remain in its closed, that'is throttle idle position, during the aforementioned movement of the piston 36 to disengage the clutch; for the toe end portion CB of the cam 4| will then act as a stop to prevent a clockwise rotation of the lever-46 or its equivalent stop means. It is apparent, therefore, that if the accelerator is depressed as the piston 36 is moving to disengage the clutch that the spring 20 will be expanded. Maintaining the throttle at its idle setting during the clutch disengaging operation of the motor 32 serves to insure sufllcient vacuum to effect said operation; for if the throttle were opened during this operation such action would substantially lower the vacuum of the intake manifold thereby making it impossible to complete the clutch disengaging operation of said motor.

In this clutch disengaging operation of the motor 32 the switches 16 and 13 are closed, however, when the piston 36 reaches the end of its stroke it opens the switch 16 and with the accelerator at the time depressed to open the switch Ill, this opening of the switch 13 results in a deenergization of the motor 32 to initiate its clutch engaging operation. In this operation the piston 36 moves to the left, Figure 1, to effect a clockwise rotation ofthe lever 42.

Now the periphery of the toe end portion CB of the cam 4| is so shaped and so cooperates with an end portion R of the lever 46, that there is no opening of the throttle possible until the point B is reached in this clutch engaging operation of the mechanism; and when the point B is opposite the end portion R then the clutch plates are preferably just slightly separated from each other. As the clutch plates move into engagement with each other there is of course a continued clockwise rotation of the stop member 42 and the cam 4| of said member is preferably shaped, from the point B to a point A thereon to make possible a progressive opening of the throttle l by the operation of the then expanded accelerator operated spring 26. When the clutch plates are fully engaged then the levers 42 and 46 and the piston 36 are in the positions disclosed in Figure 1; and it will be noted from inspection of Figure 1 that the lever 46 is then clear of the cam 4| making possible an uninterrupted throttle opening operation of the throttle operating linkage.

There is thus provided, in the members 42 and 46, a stop mechanism serving to control the mode of opening of the throttle as the motor 32 is effecting its clutch engaging operation; for the face of the member 4| may be shaped to obtain the desired degree of throttle opening at any point of the stroke of the piston 36 as the clutch is being engaged. The member 4| is preferably shaped to maintain a relatively small opening or so-called idling of the throttle as the piston moves from its clutch plate contact position to its extreme clutch disengaged position and, in the return operation, as said piston moves back from the latter position to said clutch plate contact position. As the piston continues its clutch engaging movement the throttle is progressively opened, by the operation of the spring 20, until the engine is rotating at say 1600 R. P. M. this engine speed being eflected just as the engagement of the clutch is completed. Thereafter the cam 4| is clear of the lever 46 accordingly the driver may open the throttle as desired.

To facilitate the above described synchronized opening of the throttle and loading of the clutch plates it is desirable to impede the operation of the clutch springs as the clutch plate loading operation is being effected; and this is accomplished by the operation of the choke valve 62, Figure 4. As described above the solenoid 64 is energized to move the choke valve 62 upwardly. to restrict the flow of air into the compartment 54, when the piston 36 is operated to close the switch 60; and the latter operation is preferably effected during that portion of the stroke of the piston from a point when the clutch plates are just separated from each other up to and including a point Just prior to a completion of a clutch engaging movement of said piston.

There is thus provided means which is operative. during a certain period of the clutch engaging movement of the piston 36, to cushion the engagement of the clutch, that is slow down the movement of the driving clutch plate 26 as it is being moved into contact with the driven clutch plate 26; and this fast, slow, fast movement of the piston provides a smooth engagement of the clutch as the throttle is being progressively opened.

Describing in greater detail one of the features of my invention during the clutch disengaging operation of the motor 32 the driver might carelessly depress the accelerator and thus open the switch III before said motor has completed its clutch disengaging operation; and to obviate this operation there is provided the above described switches 16 and 16 which are electrically connected in parallel with the switches I3 and I2. Now it is apparent from an inspection of Figure 1 that the first increment of clutch disengaging movement of the piston 36 will result in a closing of the switch 16 accordingly this operation completes an electrical circuit, via the then closed switch 16, to maintain the solenoid 56 energized despite an opening of the accelerator operated switch Ill. When the piston is about to reach its clutch disengaged position it moves the pin M6 to open the switch 18 thereby automatically initiating a clutch engaging operation of the motor 32 assuming of course that either the accelerator has. been depressed to open the switch III or the car is travelling above governor speed to open the switch 12. The closing of the switch 16 is, by virtue of the operation of a bleed opening I24, delayed until the clutch is again completely engaged. This bleed opening is provided in a check valve [26 and said valve is included in the switch mechanism 16 to insure the unimpeded switch opening'movement of the guide I22. As described above the opening of the throttle is controlled by the cam 4| as the motor is effecting this clutch engaging operation.

There is thus provided manually and power operated means for controlling the operation of the throttle and clutch of an automotive vehicle the particular feature of my invention residing in two part stop means, including the lever 46 and the cooperating lever 42 having the cam portion 4|, interconnecting the clutch operating motor and the throttle operating force transmitting means. With this mechanism an openingof the throttle is prevented once the clutch disengaging operation of said motor is initiated and the degree of opening of the throttle is controlled as said motor is operating to effect an engagement of the clutch.

There is disclosed in Figure 2 another embodiment of my invention in which the two part throttle controlling stop means includes a floating lever l3 and a lever l5 pivotally mounted upon a fixed pivot H. The upper end of the lever I3 is pivotally connected, by a link 2|, to a clutch operating crank 23; and the lower end of said lever I3 is pivotally connected to a motor piston 36 by a link 21. As to the lever l5 this element is pivotally connected to the lever l3 by means of a link 21'; and the upper end of said lever I5 is biased out of contact with a stop 23 by means of a spring 3| which is weaker than the clutch springs, not shown. The spring 3| also serves to bias the-lever l3 into contact with a fixed pin 33 said pin extending through a relatively large opening 31 in an enlarged portion 35 of said lever. The remainder of the parts of the mechanism of Figure 2 duplicates thesame parts in the modification of my invention'disreleased; and this being true the parts assume the position disclosed in said figure that is the position with the clutches engaged the piston 35* being positioned in the left end portion of the cylinder-'34. Then when the motor 32- is energized to disengage the clutch the piston 36' moves to the right the first increment of itsmovement-serving to rotate the lever l about the pivot I! the left side of the opening 31 moving into abutment with the pin 33; and this op eration serves-to rotate the lever l5 counter-g clockwise about its pivot II until an end portion 39 contacts the'stop 29. Continued clutch disengaging'movement of the piston results in arctation of the crank 23 to disengage the clutchtlie lever'l3 pivoting about the pin 33; and during this movementqf the piston the lever l5 serves as a stop to prevent an opening of the throttle.

If the accelerator is depressed during the latter operation all that results isan elongation of the spring 20. As to the means for controlling the operation of the motor 32, including the switches 10". 12, 16', and 18 and the valves 52' and 82, said control means duplicates the control'means disclosed in Figure 1 accordingly a description of the operation of said control means is'not repeated here.

There is thus provided, by the mechanism disclosed in Figure 2, power means for operating the clutch said means being connected to the throttle operating means by means operative to make possible a controlled opening of the throttle as the clutch is being engaged and also operative to prevent an opening of the throttle as the clutch is being disengaged. 4

This application is a division of my application No. 697,877 filed September 9, 1946.

Although only two embodiments of the invention have been illustrated and described, various changes in the form and relative arrangements of the parts may be made to suit requirements. v

I claim:

1. The combination ith the accelerator. t e friction clutch, and the engine controlling throttle of the power plant of an automotive vehicle, of a pressure differential operated motor, force transmitting means, interconnecting the accelerator and the throttle, force transmitting means interconnecting the motor and the clutch, stop' 'means, including a part connected to the first mentioned force transmitting means and a part connected to the second mentioned force transmitting means, operative to prevent an opening of the throttle when the motor is energized to disengage the clutch and to control the opening of the throttle when the motor is being de-energized to make possible a re-engagement of the clutch, valve means for controlling the operation of said motor, and means for controlling the operation of said valve means inclutch disengaging operation of the motor, and further including electrical means operative to insure the latter operation of the valve means despite an opening of the accelerator operated switch during the clutch disengaging operation of the motor.

2. The combination with the accelerator, the friction clutch and the throttle of the power plant of an automotive vehicle, of a pressure ditv i'erential operated motor, force transmitting means interconnecting the accelerator and thethrottle, force transmitting means intercom necting the motor and the clutch, stop means, including a bell crank member connected to the first mentioned force transmitting means and a lever member connected to the second mentioned force transmitting means, operative to prevent an opening of the throttle when the motor is energized to disengage the clutch-and also operative to control the opening of the throttle as the motor is being de-energ-ized to make possible a re-engagement of the clutch, valve means for controlling the operation of said motor to eiiect a clutch disengaging-operation thereof and astage clutch engaging operation thereof, and means for controlling the operation of said valve means including an accelerator operated switch operative when the accelerator is released and cooperating with other parts of the control means to operate the valve means to eifect a clutch disengaging operation of the,

" eration of themotor and also operative to effect the aforementioned stage clutch engaging operation of the valve means.

3. The combination with the accelerator, the friction clutch, and the throttle of the power plant of an automotive vehicle, of a pressure differential operated motor, force transmitting means interconnecting the accelerator and the throttle, force transmitting means interconnecting the motor and the clutch, stop means, including a part connected to the first mentioned force transmitting means and a part connected to the second mentioned force transmitting means, operative to prevent an opening of the throttle when the motor is energized to disengage the clutch and operative to control the opening of the throttle when the motor is being de-energized the latter operation making possible a reenga'ement of the clutch, valve means for controlling the operation of said motor, and means for cgntrolling the operation of said valve means including an accelerator operated switch operative when the accelerator is released and cooperating with other parts of the control means to operate the valve means to efiect an energization of the motor, and further including electrical means operative to insure the latter operation of the valve means despite an opening of the accelerator operated switch during the energization of the motor, said electrical means including a plurality of switches which are actuated by the power element of the motor and which are electrically connected in parallel with the accelerator operated switch.

4. The combination with the accelerator, the friction clutch, and the throttle of the power plant of an automotive vehicle, of a pressure diiferential operated motor, force transmitting means interconnecting the accelerator and the throttle, force transmitting means interconnecting the motor and the clutch, stop means, in-

eluding a part connected to the nrst mentioned force transmitting means and a part connected to the second mentioned force transmitting means, operative to prevent an opening of the throttle when the motor is energized to disen gage the clutch and operative to control the opening of the throttle when the motor is being de-energized to make possible a re-engagement of the clutch, valve means for controlling the operation of said motor, and means for controlling the operation of said valve means including an accelerator operated switch operative when the accelerator is released and cooperating with other parts of the controlling means to operate the valve means to eflect a clutch disengaging operation of the motor, and further including electrical means operative to insure the latter operation of the valve means despite an opening of the accelerator operated switch during the latter operation of the motor, said electrical means including a plurality of switches which are actuated by the power element of the motorand switch are electrically connected in parallel with the accelerator operated switch, one of said switches consisting of a breaker switch normally biased to a closed position by a spring and so connected to the power element of the motor that the switch is opened when said power element is in its motor de-energized position.

5. The combination with the accelerator, the friction clutch and the throttle of the power plant of an automotive vehicle, of a pressure differential operated motor, force transmitting means interconnecting the accelerator and the throttle, force transmitting means interconnecting the motor and the clutch, stop means, including a bell crank lever member connected to the first mentioned force transmitting means and a lever member connected to the second mentioned force transmitting means, operative to prevent an opening of the throttle when the motor is energized to disengage the clutch and also cooperating to control the opening of the throttle as the motor is being de-energized to make possible a re-engagement of the clutch, valve means for controlling the operation of the said motor to effect a clutch dis-engaging operation thereof and a stage clutch engaging operation thereof, and means for controlling the operation of said valve means including an accelerator operated switch operative when the accelerator is released and cooperating with other parts of the control means to operate the valve means to effect an energization of the motor, and further including electrical means, including motor operated switch means, operative to 10 connecting the accelerator, the motor, the throttle, and the clutch, the first mentioned lever being operative to prevent an opening of the throttle when the motor is energized to disengage the clutch, valve means for controlling the operation of said motor to eflect a clutch disengaging operation thereof and a stage clutch engaging operation thereof, and means for controlling the operation of said valve means including an accelerator operated switch cooperating with other parts or the control means to operate the valve means to effect an energization of the motor, and further including electrical means, comprising motor operated switch means, operative to insure the latter operation of the valve means despite an opening of the accelerator operated switch during the latter operation of the motor and also operative to effect the aforementioned stage clutch engaging operation of the valve means.

7. The combination with the accelerator, the friction clutch and the throttle of the power plant of an automotive vehicle, of the pressure difierentlal operated motor, force transmitting means, including a lever serving as a stop member and another lever connected thereto, interconnecting the accelerator, the motor, the throttle, and the clutch, the first mentioned lever being operative to prevent an opening of the throttle when thesmotor is energized to disengage the clutch and also operative to control the opening of the throttle as the motor is being deenergized to make possible a re-engagement of the clutch, valve means for controlling the operation of the motor to effect a clutch disengaging operation thereof and a stage clutch engaging insure the latter operation of the valve means despite an opening of the accelerator operated switch during the latter operation of the motor and also operative to eflect the aforementioned stage clutch engaging operation of the valve means.

8. The combination with the accelerator, the friction clutch and the throttle of the power plant of an automotive vehicle, of a pressure differential operated motor, force transmitting means, including a lever serving as a stop memher and a floating lever connected thereto, inter- .operation thereof, and means for controlling the operation of said valve means including an accelerator operated switch cooperating with other parts of the control means to operate the valve means to eilect an energization of the motor, and further including electrical means, including motor operated switch means, operative to insure the latter operation of the valve means despite an opening of the accelerator operated switch during the latter operation of the motor and also operative to effect the aforementioned stage clutch engaging operation of the valve means, one of said switches consisting of a breaker switch normally biased to a closed position by a spring and so connected to the power element of the motor that the switch is opened when said power element is in its motor de-energized position.

EARL R. PRICE.

nnr'nnnncns crrnn The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 1,818,910 Sanine Aug. 11, 1931 1,893,644 Fleischel Jan. 10, 1933 1,911,599 Bloxsom May 30, 1933 2,348,435 Hey May 9, 1944 2,514,002 Long. July 4, 1950 

